U.S. patent application number 11/198484 was filed with the patent office on 2005-12-22 for exhaust sound and emission control systems.
Invention is credited to Marocco, Gregory M..
Application Number | 20050279571 11/198484 |
Document ID | / |
Family ID | 39049534 |
Filed Date | 2005-12-22 |
United States Patent
Application |
20050279571 |
Kind Code |
A1 |
Marocco, Gregory M. |
December 22, 2005 |
Exhaust sound and emission control systems
Abstract
The exhaust sound and emission control systems comprise a series
of embodiments of devices for reducing sound and noxious emissions
from an automotive exhaust. The system may have an exhaust
resonator having one or more catalytic converter elements in
combination therewith in a single device. Alternatively, the system
may have multiple angularly disposed chambers therein, with a
series of swept baffles or guides in one of the chambers, thereby
combining resonator and muffler functions in a single device. In
another alternative, the system has a series of longitudinal tubes
therein in combination with a series of V-shaped guides or vanes,
combining catalytic converter, muffler, and resonator functions in
a single device. The various elements of the different embodiments,
e.g. catalytic converter element(s), double wall shell, perforated
tubes and multiple flow paths, interconnecting crossover tubes,
etc., may be combined with one another as practicable.
Inventors: |
Marocco, Gregory M.;
(Montville, NJ) |
Correspondence
Address: |
LITMAN LAW OFFICES, LTD
PO BOX 15035
CRYSTAL CITY STATION
ARLINGTON
VA
22215
US
|
Family ID: |
39049534 |
Appl. No.: |
11/198484 |
Filed: |
August 8, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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11198484 |
Aug 8, 2005 |
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10663751 |
Sep 17, 2003 |
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6935461 |
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10663751 |
Sep 17, 2003 |
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09135804 |
Aug 18, 1998 |
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10663751 |
Sep 17, 2003 |
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10252506 |
Sep 24, 2002 |
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6651773 |
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Current U.S.
Class: |
181/270 |
Current CPC
Class: |
F01N 2210/04 20130101;
F01N 1/04 20130101; F01N 3/24 20130101; F01N 13/0093 20140601; F01N
13/017 20140601; F01N 3/10 20130101; F01N 2470/14 20130101; F01N
13/18 20130101; F01N 1/084 20130101; F01N 1/10 20130101; F01N
2470/02 20130101; F01N 2330/06 20130101; F01N 2490/155 20130101;
F01N 13/04 20130101; F01N 2490/16 20130101; F01N 2330/34 20130101;
F01N 13/009 20140601; F01N 1/02 20130101; F01N 1/006 20130101; F01N
3/2892 20130101; F01N 1/083 20130101; F01N 2230/04 20130101; F01N
13/1894 20130101; F01N 3/2828 20130101; F01N 2470/16 20130101; F01N
1/089 20130101; F01N 13/0097 20140603; F01N 3/2885 20130101 |
Class at
Publication: |
181/270 |
International
Class: |
F01N 001/08; F01N
003/00 |
Claims
I claim:
1. An exhaust sound and emission control system, comprising: an
elongate external housing having a housing wall, an exhaust inlet
end, and an exhaust outlet end opposite the exhaust inlet end; a
convex external inlet end plate and a convex external outlet end
plate, respectively secured to and sealing the inlet end and the
outlet end of said housing and defining an interior volume therein;
an inlet pipe and an outlet pipe, respectively penetrating and
extending from said external inlet end plate and from said external
outlet end plate and communicating with the interior volume; an
exhaust baffle assembly disposed generally medially within the
interior volume, and defining a sinusoidal exhaust gas path; at
least one concave, transverse internal baffle disposed between said
exhaust baffle assembly and one said convex external end plate, and
defining a catalytic converter chamber therebetween; and at least
one catalytic converter element disposed between said exhaust
Baffle assembly and one said convex external end plate, and
extending completely across the catalytic converter chamber.
2. The exhaust sound and emission control system according to claim
1, wherein said at least one catalytic converter element is
disposed between said external inlet end plate and said exhaust
baffle assembly.
3. The exhaust sound and emission control system according to claim
1, wherein said at least one catalytic converter element is
disposed between said external outlet end plate and said exhaust
baffle assembly.
4. The exhaust sound and emission control system according to claim
1, wherein said at least one catalytic converter element comprises:
an inlet end catalytic converter element disposed between said
external inlet end plate and said exhaust baffle assembly; and an
outlet end catalytic converter element disposed between said
external outlet end plate and said exhaust baffle assembly.
5. The exhaust sound and emission control system according to claim
1, wherein said exhaust baffle assembly comprises: a baffle
assembly inlet end plate disposed across the interior volume of
said housing, near said external inlet end plate; a baffle assembly
outlet end plate disposed across the interior volume of said
housing, near said external outlet end plate; each said baffle
assembly end plate further including a centrally disposed exhaust
gas passage therethrough, with each exhaust gas passage having a
first side and a second side opposite the first side; a first
separator panel extending from the first side of the baffle
assembly inlet end plate exhaust gas passage, sloping toward the
opposite side of the housing wall and extending laterally across
the housing wall, defining a baffle inlet volume between said first
separator panel, said baffle assembly inlet end plate, and the
housing wall; a second separator panel extending from the second
side of the baffle assembly outlet end plate exhaust gas passage,
sloping toward the opposite side of the housing wall and extending
laterally across the housing wall and disposed parallel to said
first separator panel, defining a baffle outlet volume between said
second separator panel, said baffle assembly outlet end plate, and
the housing wall; a plurality of transverse guides extending
between said first separator panel and said second separator panel,
and normal thereto; at least one of said transverse guides further
including a resonator tube passage therethrough; and at least one
resonator tube extends from the resonator tube passage thereof.
6. The exhaust sound and emission control system according to claim
5, wherein: said plurality of transverse guides further includes at
least a first upstream guide and a second upstream guide; said
second upstream guide further including a first side and a second
side separate therefrom; the first side and the second side of said
second upstream guide joining said first upstream guide to each
side of the resonator tube passage thereof; and a divider vane
extends between each side of said second upstream guide, through
the resonator tube passage of said first upstream guide, and
through said at least one resonator tube.
7. The exhaust sound and emission control system according to claim
1, further including: an internal inlet end plate disposed across
the interior volume of said housing, near said convex inlet end
plate; an internal outlet end plate disposed across the interior
volume of said housing, near said convex outlet end plate; each
said internal end plate further including a centrally disposed
exhaust gas passage therethrough, with each exhaust gas passage
having a first side and a second side opposite the first side; a
first separator panel extending from the first side of the internal
inlet end plate exhaust gas passage, sloping toward the opposite
side of the housing wall and extending laterally across the housing
wall, defining a baffle inlet volume between said first separator
panel, said internal inlet end plate, and the housing wall; a
second separator panel extending from the second side of the
internal outlet end plate exhaust gas passage, sloping toward the
opposite side of the housing wall and extending laterally across
said housing wall and disposed parallel to said first separator
panel, defining a baffle outlet volume between said second
separator panel, said internal outlet end plate, and the housing
wall; an inlet volume tube extending from the exhaust gas passage
of said internal inlet end plate toward the housing wall, and
immediately adjacent said first separator panel; and an outlet
volume tube extending from the exhaust gas passage of said internal
outlet end plate toward the housing wall, and immediately adjacent
said second separator panel.
8. An exhaust sound and emission control system, comprising: an
elongate external housing having a housing wall, an exhaust inlet
end, and an exhaust outlet end opposite the exhaust inlet end; a
convex inlet end plate and a convex outlet end plate, respectively
secured to and sealing the inlet end and the outlet end of said
housing and defining an interior volume therein; an inlet pipe and
an outlet pipe, respectively extending from said inlet end plate
and from said outlet end plate and communicating with the interior
volume; an exhaust baffle assembly disposed generally medially
within the interior volume, and defining a sinusoidal exhaust gas
path; an internal inlet end plate disposed across the interior
volume of said housing, near said convex inlet end plate; an
internal outlet end plate disposed across the interior volume of
said housing, near said convex outlet end plate; each said internal
end plate further including a centrally disposed exhaust gas
passage therethrough, with each exhaust gas passage having a first
side and a second side opposite the first side; a first separator
panel extending from the first side of the internal inlet end plate
exhaust gas passage, sloping toward the opposite side of the
housing wall and extending laterally across said housing wall,
defining a baffle inlet volume between said first separator panel,
said internal inlet end plate, and said housing wall; a second
separator panel extending from the second side of the internal
outlet end plate exhaust gas passage, sloping toward the opposite
side of the housing wall and extending laterally across said
housing wall and disposed parallel to said first separator panel,
defining a baffle outlet volume between said second separator
panel, said internal outlet end plate, and said housing wall; a
plurality of transverse guides extending between said first
separator panel and said second separator panel, and normal
thereto; at least one of said transverse guides further includes at
least one resonator tube passage therethrough; and a plurality of
resonator tubes extend from the at least one resonator tube passage
thereof.
9. The exhaust sound and emission control system according to claim
8, wherein said resonator tubes are of differing lengths from one
another.
10. The exhaust sound and emission control system according to
claim 8, wherein said resonator tubes are of differing diameters
from one another.
11. The exhaust sound and emission control system according to
claim 8, wherein said plurality of resonator tubes comprises a
branched resonator tube assembly extending from at least one of
said transverse guides.
12. The exhaust sound and emission control system according to
claim 8, further including: a concave, transverse internal inlet
baffle disposed between said exhaust baffle assembly and said inlet
end plate, and defining a catalytic converter inlet chamber
therebetween; a concave, transverse internal outlet baffle disposed
between said exhaust baffle assembly and said outlet end plate, and
defining a catalytic converter outlet chamber therebetween; an
inlet end catalytic converter element disposed between said inlet
end plate and said internal inlet baffle; and an outlet end
catalytic converter element disposed between said outlet end plate
and said internal outlet baffle.
13. The exhaust sound and emission control system according to
claim 8, wherein: said plurality of transverse guides further
includes at least a first upstream guide and a second upstream
guide; said second upstream guide further including a first side
and a second side separate therefrom; the first side and the second
side of said second upstream guide joining said first upstream
guide to each side of the at least one resonator tube passage
thereof; and a divider vane extends between each side of said
second upstream guide, through the resonator tube passage of said
first upstream guide, and through said at least one resonator
tube.
14. The exhaust sound and emission control system according to
claim 8, further including: an inlet volume tube extending from the
exhaust gas passage of said internal inlet end plate toward said
housing wall, and immediately adjacent said first separator panel;
and an outlet volume tube extending from the exhaust gas passage of
said internal outlet end plate toward said housing wall, and
immediately adjacent said second separator panel.
15. An exhaust sound and emission control system, comprising: an
elongate external housing having a housing wall, an exhaust inlet
end, and an exhaust outlet end opposite the exhaust inlet end; a
convex inlet end plate and a convex outlet end plate, respectively
secured to and sealing the inlet end and the outlet end of said
housing and defining an interior volume therein; an inlet pipe and
an outlet pipe, respectively extending from said inlet end plate
and from said outlet end plate and communicating with the interior
volume; an internal inlet end plate disposed across the interior
volume of said housing, near said inlet end plate; an internal
outlet end plate disposed across the interior volume of said
housing, near said outlet end plate; each said internal end plate
further including a centrally disposed exhaust gas passage
therethrough, with each exhaust gas passage having a first side and
a second side opposite the first side; a first separator panel
extending from the first side of the internal inlet end plate
exhaust gas passage, sloping toward the opposite side of the
housing wall and extending laterally across the housing wall,
defining a baffle inlet volume between said first separator panel,
said internal inlet end plate, and the housing wall; a second
separator panel extending from the second side of the internal
outlet end plate exhaust gas passage, sloping toward the opposite
side of the housing wall and extending laterally across the housing
wall and disposed parallel to said first separator panel, defining
a baffle outlet volume between said second separator panel, said
internal outlet end plate, and the housing wall; a plurality of
transverse guides extending between said first separator panel and
said second separator panel, and normal thereto; an inlet volume
tube extending from the exhaust gas passage of said internal inlet
end plate toward the housing wall, and immediately adjacent said
first separator panel; and an outlet volume tube extending from the
exhaust gas passage of said internal outlet end plate toward the
housing wall, and immediately adjacent said second separator
panel.
16. The exhaust sound and emission control system according to
claim 15, wherein: at least one of said transverse guides further
includes a resonator tube passage therethrough; and at least one
resonator tube extends from the resonator tube passage thereof.
17. The exhaust sound and emission control system according to
claim 16, wherein said at least one resonator tube comprises a
plurality of resonator tubes extending from at least one of said
transverse guides, with said plurality of resonator tubes being of
differing lengths and diameters from one another.
18. The exhaust sound and emission control system according to
claim 16, wherein said at least one resonator tube comprises a
branched resonator tube assembly extending from at least one of
said transverse guides.
19. The exhaust sound and emission control system according to
claim 15, further including: a concave, transverse internal inlet
baffle disposed between said internal inlet end plate and said
inlet end plate, and defining a catalytic converter inlet chamber
therebetween; a concave, transverse internal outlet baffle disposed
between said internal outlet end plate and said outlet end plate,
and defining a catalytic converter outlet chamber therebetween; an
inlet end catalytic converter element disposed between said inlet
end plate and said internal inlet baffle; and an outlet end
catalytic converter element disposed between said outlet end plate
and said internal outlet baffle.
20. The exhaust sound and emission control system according to
claim 15, wherein: said plurality of transverse guides further
includes at least a first upstream guide and a second upstream
guide; said first upstream guide further includes a resonator
passage therethrough; a resonator tube extends from the resonator
passage of said first upstream guide; said second upstream guide
further includes a first side and a second side separate therefrom;
the first side and the second side of said second upstream guide
joins said first upstream guide to each side of the resonator tube
passage thereof; and a divider vane extends between each side of
said second upstream guide, through the resonator tube passage of
said first upstream guide, and through said at least one resonator
tube.
Description
REFERENCE TO RELATED PATENT APPLICATIONS
[0001] This application is a continuation-in-part of U.S. patent
application Ser. No. 10/663,751, filed on Sep. 17, 2003, which is a
continuation in part of U.S. patent application Ser. No. 09/135,804
filed on Aug. 18, 1998, now abandoned, and U.S. patent application
Ser. No. 10/252,506 filed on Sep. 24, 2002, now issued as U.S. Pat.
No. 6,651,773 on Nov. 25, 2003.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates generally to automobile
exhaust sound and emission control, including a catalytic exhaust
converter and resonator installed within the exhaust system for the
reduction of exhaust noise, and to an exhaust sound attenuation and
control system having multiple flow paths for reducing exhaust
noise.
[0004] 2. Description of the Related Art
[0005] By the time of the 1950s, it was becoming apparent that the
ever-increasing volume of automobile and truck traffic was
generating exhaust emissions which were adversely affecting the
environment. This was particularly true in urban areas and other
areas where geographic and meteorological conditions combined to
create areas where such emissions do not readily dissipate.
Accordingly, by the late 1960s, various regulations were being
implemented to require equipment to reduce exhaust emissions output
from automobiles, particularly in California and other urban
areas.
[0006] While early emissions control efforts provided some relief,
standards have become increasingly strict in order to keep pace
with the ever-increasing volume of automobile and truck traffic
throughout the U.S.A. With the development of the catalytic
converter, which uses one or more noble metals such as platinum,
rhodium, and/or palladium to produce an oxidizing and/or reducing
catalytic reaction with the exhaust products and heat generated by
the exhaust, a real breakthrough was achieved in the control of
vehicle emissions. An automobile equipped with one or more
catalytic converters was capable of meeting most, if not all, of
the exhaust emissions standards of the time, and the use of
catalytic converters became commonplace on automobiles and light
trucks powered by spark ignition engines in the U.S.A.
[0007] However, long before the recognition of chemical or
particulate automobile exhaust emissions as a hazard, another type
of automobile exhaust emission had been recognized, i.e., noise or
sound. In fact, legislation in virtually every area of the world
requires motor vehicles to have equipment which reduces this other
emission. Accordingly, mufflers, resonators and other such sound
attenuating devices have been known for many years, since shortly
after the very earliest development of the internal combustion
engine. These two types of emissions control devices, i.e.,
catalytic converters and mufflers or other sound attenuating
devices, have generally not been combined into a single unit due to
conflicting characteristics and physical requirements.
[0008] In the case of exhaust silencing devices, the maximum
desired temperatures for such devices in operation are generally
relatively low in comparison to the temperatures achieved in
catalytic converters. Mufflers, resonators, and such sound
attenuating devices are generally constructed of mild steel,
perhaps with an aluminized exterior coating. Very high temperatures
cause the aluminized coating to be burned off, and cause both the
interior and (after removal of any coating) exterior to be
oxidized, to the point of burn-through or rust-through, in
relatively short order. While mufflers and other related devices
have been constructed of stainless steel in order to reduce
oxidation problems, these devices are relatively costly due to the
material used and the difficulty in working with such material, in
comparison to mild steel. Many, if not most, automobile owners
would rather replace a standard steel exhaust system once or twice
during their ownership of the car, rather than pay for a
replacement system which costs perhaps three times that of a
standard, mild steel system.
[0009] On the other hand, catalytic converters require relatively
high temperatures for efficient operation. If a catalytic converter
does not reach a minimum temperature, the catalytic reactions
therein will be greatly reduced. Thus, most catalytic converters
are constructed of relatively costly materials in order to
withstand the heat generated therein. Even so, most converters are
installed at some distance from the engine in order to preclude
being subjected to excessive heat which could damage them.
[0010] While mufflers are generally installed toward the extreme
downstream end of the exhaust system, many exhaust systems also
incorporate a resonator. Resonators are also sound attenuation
devices, but operate on a completely different principle than that
of the muffler. The muffler is adapted to cancel most sounds
therein by reflecting the sounds (and the exhaust) back and forth
through a series of parallel pipes therein, and by forcing the
exhaust gases laterally outwardly through relatively small passages
in the pipes. The resonator is adapted to pass the exhaust gases
therethrough with little or no impedance, while canceling or
absorbing sounds within a certain relatively well defined frequency
range. This range is generally relatively high, with the muffler
being relied upon for the attenuation of lower exhaust
frequencies.
[0011] As the resonator is adapted to attenuate different
frequencies than the muffler, and operates on a different
principle, it is generally placed elsewhere in the exhaust system,
somewhat forwardly of the muffler, although the resonator may be
placed either upstream or downstream of the muffler. The catalytic
converter is typically installed forward of the muffler in an
automobile, in order to avoid excessive exhaust heat while still
accepting sufficient exhaust heat to function. While resonators do
not generate internal heat due to chemically reacting the exhaust
products, as do catalytic converters, they still must be structured
to accept a relatively high exhaust temperature due to their
location relatively near the engine. However, heretofore no
combining of a catalytic converter and a resonator has been
accomplished, to the knowledge of the present inventor.
[0012] Accordingly, a need will be seen for a catalytic converter
and resonator combination which serves both purposes in a single
device. The device may be installed in a conventional automobile
exhaust system, between the engine and a conventional muffler
and/or tailpipe. Different embodiments may be provided for single
and dual exhaust systems, each of which may include one or more
catalytic converter elements or "bricks." When used with a
pre-catalytic converter, a muffler for further sound attenuation
may not be required, depending upon the particular automobile,
engine, and exhaust system.
[0013] It is also noted that mufflers and resonators have generally
not been combined into a single unit due to conflicting
characteristics and physical requirements. In another aspect of the
present invention, an exhaust sound attenuating device is presented
which serves the function of both muffler and resonator in a single
unit, and may also include means for treating exhaust emissions as
well. While the present inventor has developed devices which
combine the function of the catalytic converter and resonator in a
single device, he knows of no single device which combines the
functions of the muffler and resonator in a single unit, and which
may also include at least some limited catalytic conversion
function as well. Such a device would be desirable, as it would
save space beneath the vehicle, would reduce weight, and would
likely reduce exhaust backpressure in comparison to a series of
separate devices.
[0014] In addition to the above catalytic converter and resonator
combination, and resonator and muffler combination with additional
catalytic conversion function, the present disclosure also
describes a series of alternative embodiments generally comprising
a resonator type device having a series of longitudinally disposed
tubes of various diameters and lengths therein. At least a portion
of the exhaust gases pass through the tubes, with another portion
of the gases passing through a series of V-shaped or swept baffles.
The net effect is the canceling of exhaust noise across a
relatively wide band of sound frequencies. The device may also
incorporate one or more catalytic converter elements therewith,
and/or may include a removable end or ends therewith for access to
internal components. The removable end(s) may be incorporated with
other devices disclosed herein, as well.
[0015] A discussion of the related art of which the present
inventor is aware, and its differences and distinctions from the
present invention, is provided below.
[0016] U.S. Pat. No. 3,061,416 issued on Oct. 30, 1962 to George P.
Kazokas, titled "Catalytic Muffler," describes a device having a
series of vanes within the inlet end and a peripherally disposed
catalytic material, with a portion of the device further having a
backflow of ambient air drawn through the outer shell by
entrainment from the exhaust within the device. Kazokas notes his
concern regarding the emission of lead in various forms into the
atmosphere, from the burning of fuel containing tetraethyl lead. It
is also known that the combustion products of leaded fuels will
contaminate the catalytic elements of a catalytic converter,
rendering it ineffective in a very few miles of vehicle operation
using such leaded fuels. The solution provided by Kazokas is to
separate the relatively heavy lead particles from other gases by
means of centrifugal reaction. He provides a series of centrifugal
vanes near the inlet end of his device for this purpose. However,
leaded fuels have been banned for many years, and there is no
further need to provide any swirling or centrifugal action to the
gases passing through such a device. Accordingly, the vanes within
the present exhaust devices or systems do not impart any swirling
or centrifugal action to the gases passing therethrough. Moreover,
the entrainment of ambient air through the outer shell of the
Kazokas device has the effect of lowering the internal temperature
within the device, thereby lessening the efficiency of the
peripherally disposed catalytic conversion material along the inner
shell. In contrast, the present systems locate such catalytic
conversion materials and elements generally along the center of the
device, where maximum temperatures occur to maximize the catalytic
conversion reaction.
[0017] U.S. Pat. No. 4,032,310 issued on Jun. 28, 1977 to Vincent
E. Ignoffo, titled "Muffler And Exhaust Gas Purifier For Internal
Combustion Engines," describes a device having three joined
components. The first component at the inlet end of the device
comprises an empty expansion chamber, with no exhaust modifying
componentry therein. The next chamber in line comprises a housing
containing small particles of material for chemically treating the
exhaust, i.e., carbon particles and/or noble elements for treating
the gases catalytically. The outlet portion of the device includes
a concentric sound absorbing material which surrounds an outlet
pipe, with the volume of the pipe communicating with the sound
absorbing material. The Ignoffo device is thus essentially a
straight pipe having only a single pathway therethrough, with no
convoluted pathway for the gases to follow. Such devices cannot
serve as resonators, as they lack the multiple pathways required to
cause different frequencies to occur, and to cancel those
frequencies, thereby reducing the noise output of the system. While
Ignoffo provides for access to the catalytic element of his device,
he places this element in the center of the device, requiring both
end components to be removed in order to repair or replace the
central catalytic element. Moreover, Ignoffo uses a series of bolts
installed through flanges, making the operation even more
cumbersome.
[0018] U.S. Pat. No. 4,050,903 issued on Sep. 27, 1977 to Charles
H. Bailey et al., titled "Combination Muffler And Catalytic
Converter," describes a device having a relatively convoluted
exhaust gas flow path therethrough. The exhaust gases enter through
a venturi, which is used to draw air into the exhaust to mix
therewith. (It is noted that mufflers are inherently pressurized
somewhat higher than ambient when in operation, due to the
backpressure created in such devices, yet Bailey et al. do not
utilize any other means than the venturi effect to introduce the
air into the muffler.) The exhaust and air are mixed by a deflector
cone extending into the outlet of the venturi. From this point, the
exhaust mixture passes through a series of holes in a transverse
plate, and thence through holes in another plate to enter the
catalytic converter. At least one catalytic converter element of
the present invention is preferably located within the forward
portion of the device, where it is subjected to the highest
possible exhaust heat which occurs within the entire device. Bailey
et al. locate their catalytic converter element in the rearward
portion of the device, where the exhaust gases have cooled somewhat
by their passage through the convoluted flow path of the forward
muffler portion of the device. As the muffler itself is generally
located to the rear of the exhaust system, some efficiency would be
lost in the Bailey et al. device, due to the relatively cooler
exhaust temperatures by the time the exhaust gases arrive at the
catalytic converter element.
[0019] U.S. Pat. No. 4,164,267 issued on Aug. 14, 1979 to Sam W.
Meineke et al., titled "Exhaust Muffler," describes the forming of
the inlet and/or exhaust pipes of a muffler to provide for the
attachment of the muffler to other upstream and downstream pipes.
No internal configuration is disclosed for the muffler shown in the
'267 U.S. patent, nor is there any disclosure of any combination of
muffler/resonator/catalytic converter, as provided by various
embodiments of the present invention.
[0020] U.S. Pat. No. 4,364,761 issued on Dec. 21, 1982 to Morris
Berg et al., titled "Ceramic Filters For Diesel Exhaust
Particulates And Methods For Making," describes a particulate trap
for use with diesel engines. The Berg et al. device comprises a
ceramic unit having a series of inlet and outlet passages therein.
However, the inlet and outlet passages are not connected to one
another. Rather, the ceramic material is porous, to allow gases to
flow through the walls of the ceramic material from the inlet side
to the outlet side. The porosity is configured to allow exhaust
gases to flow, but to trap larger carbon particles typically
generated during diesel engine operation. While Berg et al.
describe their ceramic structure as having thin walls, this device
cannot be used as a catalytic converter element, as the catalytic
coatings would block the minute porosities between the inlet and
outlet passages, thereby blocking gas flow through the device. In
contrast, the present invention in its various embodiments utilizes
conventional catalytic converter elements, and/or coats the sides
of the internal passages with catalytic material to provide the
desired reactions while also allowing exhaust gases to flow through
the device.
[0021] U.S. Pat. No. 4,393,652 issued on Jul. 19, 1983 to John H.
Munro, titled "Exhaust System For Internal Combustion Engines,"
describes an exhaust device including an upstream muffler, a
generally centrally located spark and moisture arrestor, and a
downstream chamber having a replaceable catalytic element therein.
The disadvantage of locating the catalytic element farther from the
combustion source, where the element receives less heat from the
exhaust and thus produces a less efficient reaction, has been noted
further above. Moreover, Munro describes the use of a gas absorbent
or adsorbent material, such as charcoal, in combination with his
catalytic element. The use of an adsorbent material such as
charcoal in a motor vehicle engine exhaust system is not
understood, as the relatively large volume of exhaust gases passing
through the system would result in the adsorption of only a
miniscule quantity of impurities in the exhaust, in comparison to
the total exhaust volume relative to the amount of charcoal in the
system. The amount of charcoal required to absorb the vast majority
of impurities from the exhaust of a motor vehicle engine, would be
prohibitive.
[0022] U.S. Pat. No. 4,425,304 issued on Jan. 10, 1984 to Masayuki
Kawata et al., titled "Catalytic Converter," describes a device
comprising a single shell or container with two converter units or
"bricks" installed in series therein. No sound attenuating means is
disclosed by Kawata et al. in their catalytic converter.
[0023] U.S. Pat. No. 4,426,844 issued on Jan. 24, 1984 to Keiichi
Nakano, titled "Engine Muffler Of Heat-Exchanging Type," describes
a device incorporating a pair of catalytic converter components
therein. The two catalytic converter components are positioned in
front of the heat exchanger, which also acts as a muffler. Exhaust
gas flow enters the device by means of a radial pipe, and flows
radially to enter and exit the myriad of axial heat exchange
passages in the muffler and heat exchanger element. The present
device utilizes multiple flow paths forming a generally sinusoidal
path therethrough.
[0024] U.S. Pat. No. 4,541,240 issued on Sep. 17, 1985 to John H.
Munro, titled "Exhaust System For Internal Combustion Engines," is
a divisional patent of the parent '652 U.S. patent to the same
inventor, discussed further above. The same points raised in the
discussion of the Munro '652 patent are seen to apply to the Munro
'240 U.S. patent as well.
[0025] U.S. Pat. No. 5,014,510 issued on May 14, 1991 to Franz
Laimbock, titled "Exhaust System, Particularly For Two-Stroke Cycle
Internal Combustion Engines," describes an exhaust assembly having
a relatively wider expansion area which includes a primary
catalytic converter therein. A longitudinal divider is installed
upstream of the primary catalytic converter element, with the
divider also being coated with catalytically reactive material. It
is well known that two stroke cycle exhaust systems are relatively
limited in their configurations, as it is critical that the system
be tuned so as to assist each exhaust pulse in its passage in order
to draw the subsequent pulse or charge from the cylinder, in order
to attain optimum efficiency and to preclude overheating of the
engine. Accordingly, Laimbock does not provide any internal
baffling within his exhaust system in order to attenuate noise
levels, as is provided by the present exhaust system.
[0026] U.S. Pat. No. 5,016,438 issued on May 21, 1991 to Harold L.
Harris, titled "Emission Control Apparatus," describes a
combination exhaust device having a pair of catalytic converter
elements in tandem therein. Only a portion of the exhaust gases
pass through the first element, with some of those gases being
recirculated back through the first element. All of the exhaust
gases pass through the second element. In contrast, all exhaust
gases pass through all of the catalytic converter elements of the
present invention, when plural elements are provided in tandem. In
addition, Harris places his catalytic elements generally in the
center of his exhaust device, where the heat is reduced in
comparison to the entry end of the device. The loss of efficiency
for catalytic converter elements operating at lower heat levels has
been noted further above.
[0027] U.S. Pat. No. 5,043,147 issued on Aug. 27, 1991 to Glen
Knight, titled "Combined Muffler And Catalytic Converter Exhaust
Unit," describes a device with a pair of converters being installed
within the first portion of the muffler shell. The exhaust gases
are then forced to travel a sinusoidal, convoluted path forward and
aft through the muffler portion, with gases being exchanged between
various pipes within the muffler portion due to perforations
provided through the pipes. The gas flow path through the Knight
system is unlike that of the present exhaust control device.
[0028] U.S. Pat. No. 5,108,716 issued on Apr. 28, 1992 to Kimiyoshi
Nishizawa, titled "Catalytic Converter," describes a device having
two converter components housed within a single container or shell.
No sound attenuation means is disclosed by Nishizawa, as provided
by the present catalytic converter and resonator combination.
[0029] U.S. Pat. No. 5,183,976 issued on Feb. 2, 1993 to R. J.
Plemons, Jr., titled "Adjustable Sound Attenuating Device,"
describes a resonator type device having essentially a straight
through flow pattern. No double wall outer shell, additional sound
insulating material, or catalytic elements are disclosed by
Plemons, Jr. in his exhaust device.
[0030] U.S. Pat. No. 5,206,467 issued on Apr. 27, 1993 to Noboru
Nagai et al., titled "Muffler With A Catalyst," describes a
relatively small, canister type muffler as used on small two and
four stroke engines (e.g., lawnmowers, etc.). The Nagai et al.
muffler essentially has four compartments, with a pipe-like first
compartment projecting into a second compartment, which
communicates with a third compartment which leads to a small fourth
compartment with a relatively small exhaust outlet passage. The
exhaust gases do not pass longitudinally through a series of
elongate passages, as in the present system, and the configuration
of the Nagai et al. device cannot provide any resonator effect.
[0031] U.S. Pat. No. 5,220,789 issued on Jun. 22, 1993 to James E.
Riley et al., titled "Integral Unitary Manifold-Muffler-Catalyst
Device," describes an exhaust manifold and system which is bolted
directly to the cylinder head of the engine. While Riley et al.
include a conventional catalytic converter element, or "brick,"
within their manifold, they fail to include any internal baffling
to control the exhaust sound level within their manifold. The only
internal passages within their device are formed by the relatively
small, straight passages of the catalytic converter element itself,
which Riley et al. prefer to be as nearly straight as possible to
encourage laminar flow therethrough. In contrast, the present
system provides a circuitous exhaust flow path therethrough, to
attenuate noise levels optimally.
[0032] U.S. Pat. No. 5,248,859 issued on Sep. 28, 1993 to Alexander
Borla, titled "Collector/Muffler/Catalytic Converter Exhaust
Systems For Evacuating Internal Combustion Engine Cylinders,"
describes various embodiments of an exhaust system in which a
muffler jacket may be installed surrounding a collector unit. Borla
also provides catalytic converter elements, but in each case the
catalytic converter elements are installed as separate units within
the individual exhaust header pipes adjacent the cylinder head of
the engine, or in the individual header pipes immediately upstream
of the collector. No internal resonator structure is provided by
Borla, nor does he utilize a single catalytic converter element or
multiple elements in tandem disposed within a single exhaust
passage, as provided by the present exhaust system invention.
[0033] U.S. Pat. No. 5,265,420 issued on Nov. 30, 1993 to Erwin
Rutschmann, titled "Exhaust System Of A Multi-Cylinder
Reciprocating Engine," describes a system in which a single
catalytic converter is provided for each cylinder bank of a V-8
engine. Exhaust gases pass through the two catalytic converters,
thence to a single transverse muffler. Thus, Rutschmann requires
three separate housings or units for the two catalytic converters
and single muffler of his system, whereas the present catalytic
converter and resonator combination are combined within a single
housing. No resonator is disclosed by Rutschmann.
[0034] U.S. Pat. No. 5,325,666 issued on Jul. 5, 1994 to Erwin
Rutschmann, titled "Exhaust System Of An Internal-Combustion
Engine," describes a system somewhat similar to the apparatus of
the '420 U.S. patent to the same inventor, discussed immediately
above. The convoluted routing of the exhaust gases, the use of
separate housings or components for the catalytic converters and
mufflers, the use of a plenum around the catalytic converters, and
other differences, make the Rutschmann apparatus distinct from the
present catalytic converter and resonator combination. Again, it
must be noted that a muffler is not a resonator, and does not
provide straight through flow of exhaust gases and the attenuation
of a relatively narrow range of frequencies.
[0035] U.S. Pat. No. 5,355,973 issued on Oct. 18, 1994 to Wayne M.
Wagner et al., titled "Muffler With Catalytic Converter
Arrangement; And Method," describes a muffler having a straight
flow through pattern; no convoluted or sinusoidal flow pattern is
provided in the Wagner et al. exhaust device. While Wagner et al.
provide a concentric tubular element within their muffler, they do
not provide a series of parallel tubular exhaust passages serving
as a resonator, as in the present invention, nor do they provide a
series of V-shaped baffles in combination with such tubular
elements. Moreover, no double walled shell having additional
acoustic insulation therein is disclosed by Wagner et al., which
structure is a part of at least some embodiments of the present
exhaust system invention.
[0036] U.S. Pat. No. 5,378,435 issued on Jan. 3, 1995 to Albino
Gavoni, titled "Silencer Combined With Catalytic Converter For
Internal Combustion Engines And Modular Diaphragm Elements For Said
Silencer," describes an essentially cylindrical container with a
series of cup-shaped catalytic converter elements arranged therein.
The elements are each relatively thin, due to the cup-like shape of
each element, and thus do not present a significant cross sectional
area to the exhaust gases passing therethrough. Thus, a great many
such elements are required, unlike the present catalytic converter
and resonator combination.
[0037] U.S. Pat. No. 5,388,408 issued on Feb. 14, 1995 to Phillip
G. Lawrence, titled "Exhaust System For Internal Combustion
Engines," describes a dual muffler system in which the mufflers are
teed from a single exhaust line upstream, which is in turn fed by
one or more catalytic converters. The mufflers of the Lawrence
system are essentially straight through devices having a series of
pipes therein of different lengths. While the Lawrence system
discloses dual mufflers, their connection to a single point
upstream is unlike the dual exhaust embodiment of the present
invention. Moreover, no V-shaped vanes are provided by Lawrence in
combination with his plurality of different length tubes, nor does
he provide one or more catalytic converter elements contained
within the same housing as the muffler and resonator device, as is
done with the present invention.
[0038] U.S. Pat. No. 5,398,504 issued on Mar. 21, 1995 to Tomotaka
Hirota et al., titled "Layout Structure Of Catalytic Converters,"
describes a system in which first and second converters are
installed immediately adjacent the respective cylinder banks of a
V-configuration engine. A separate third, main converter is
provided beneath the engine. Each of the converters is contained in
a separate housing or shell, unlike the combined catalytic
converter and resonator of the present invention. Moreover, Hirota
et al. do not disclose any form of exhaust silencing or noise
attenuating means in their system, as is provided by the present
catalytic converter and resonator combination.
[0039] U.S. Pat. No. 5,426,269 issued on Jun. 20, 1995 to Wayne M.
Wagner et al., titled "Muffler With Catalytic Converter
Arrangement; And Method," describes a series of embodiments of a
muffler having a conventional catalytic converter element axially
disposed therein. The path of the exhaust gas flow may take any of
a few different routes, depending upon the specific embodiment of
the Wagner et al. device. In at least one embodiment, the flow
passes axially through the muffler, from one end to the other. In
at least one other embodiment, flow doubles back through the
muffler shell to exit radially from a port adjacent the axial
inlet. None of the embodiments disclose a multiple path internal
configuration corresponding to that of the present device.
[0040] U.S. Pat. No. 5,477,014 issued on Dec. 19, 1995 to Stephen
R. Dunne et al., titled "Muffler Device For Internal Combustion
Engines," describes an otherwise conventional muffler, but having
an internal coating of zeolite material for protecting the
underlying metal structure from corrosion. The Dunne et al. coating
does nothing to catalyze exhaust emissions, but is solely directed
to the protection of the metal structure of the muffler. Moreover,
the Dunne et al. muffler is conventional, as noted above. Among
other conventional features, it includes relatively small diameter
internal passages, which have diameters smaller than those of the
inlet and outlet pipes. This results in excessive flow restriction,
which is avoided in at least one of the embodiments of the present
exhaust system configuration with its relatively large diameter
internal passages.
[0041] U.S. Pat. No. 5,521,339 issued on May 28, 1996 to Michael S.
Despain et al., titled "Catalyst Muffler System," describes a
relatively small muffler unit intended for use on a two stroke
cycle type engine, e.g., chainsaw, lawnmower, etc. The Despain et
al. muffler passes the exhaust gases back over the catalytic
converter element therein, after passing through the catalyst
element. No multiple paths for exhaust gases are provided by the
Despain et al. muffler, whereas the present system includes such
passages in each of its various embodiments.
[0042] U.S. Pat. No. 5,650,599 issued on Jul. 22, 1997 to Peter E.
Madden et al., titled "Noise Cancellation Method And Apparatus,"
describes a device employing electronic noise canceling means. The
device is primarily directed to use with a reaction type engine,
e.g., a turbojet, rather than to the exhaust of a reciprocating
engine or the like. The exhaust is divided into a series of
separate ducts, with each duct having its own electronic noise
canceling system or apparatus therein. No acoustic muffling or
resonating means is disclosed by Madden et al., nor is any
catalytic or other conversion of exhaust products disclosed by
Madden et al.
[0043] U.S. Pat. No. 5,881,554 issued on Mar. 16, 1999 to James
Michael Novak et al., titled "Integrated Manifold, Muffler, And
Catalyst Device," describes a relatively large and bulky assembly
having a series of individual exhaust tubes within a larger
manifold housing. The tubes lead to a catalytic converter element,
with the internal manifold volume also communicating with the
catalytic element. The tubes are perforated to allow gas flow to
pass therefrom to the internal volume of the manifold, whereby the
assembly acts as a resonator. However, while Novak et al. state
that their device also serves as a muffler, no muffler elements are
disclosed within the device. In contrast, the present system
provides multiple flow paths as a muffler and resonator.
[0044] U.S. Pat. No. 5,992,560 issued on Nov. 30, 1999 to Hirotake
Matsuoka et al., titled "Muffler For Internal Combustion Engine,"
describes a straight through flow configuration having
circumferentially surrounding acoustic absorbent material. The
acoustic absorbent material is preferably glass fiber, which
Matsuoka et al. describe as being susceptible to melting and
forming small beads, which then pass through the perforations in
the inner pipe to be blown from the exhaust system. Matsuoka et al.
provide a "scattering prevention member" comprising a fine mesh
wire screen surrounding the inner pipe, in order to retain any fine
glass beads which may be formed, within their intended area.
Matsuoka et al. do not disclose any multiple tube construction,
multiple flow paths, catalytic converter elements, or other
features of the present invention.
[0045] U.S. Pat. No. 6,089,347 issued on Jul. 18, 2000 to Ray T.
Flugger, titled "Muffler With Partition Array," describes a series
of embodiments each having a number of angled deflector plates
installed therein. Some of the embodiments include a series of
V-shaped deflectors therein. However, none of the embodiments of
the Flugger muffler configurations include any form of multiple
pipes providing multiple flow paths, double wall construction,
catalytic converter elements, or other features of the present
exhaust system invention.
[0046] U.S. Pat. No. 6,109,026 issued on Aug. 29, 2000 to Egon
Karlsson et al., titled "Muffler With Catalytic Converter,"
describes a small canister type muffler for use with relatively
small two stroke cycle type engines. The Karlsson et al. muffler
has a configuration more closely resembling that of the Nagai et
al. '467 and Despain et al. '339 U.S. patents, than the present
exhaust system invention. The points of difference raised in the
discussion of the Nagai et al. and Despain et al. mufflers, are
seen to apply here as well.
[0047] U.S. Pat. No. 6,394,225 issued on May 28, 2002 to Kazuhiro
Yasuda, titled "Muffler Structure," describes a muffler having a
series of tubes installed within an outer shell. The tubes are held
in place by internal baffles, which cause the gases to flow back
and forth through the various tubes. However, Yasuda does not
include any form of V-shaped baffles or guides within his muffler
nor does he provide any form of catalytic converter element,
removable end component, or other features of the present exhaust
system invention.
[0048] U.S. Pat. No. 6,651,773 issued on Nov. 25, 2003 to the
present inventor, titled "Exhaust Sound Attenuation And Control
System," describes a series of embodiments of combination muffler,
resonator, and catalytic converter devices. The present disclosure
is a continuation of an intervening continuation application based
upon the issued '773 U.S. patent, the disclosure of which is
incorporated herein by reference. The present invention comprises a
series of heretofore undisclosed improvements and variations upon
the combination device of the issued '773 U.S. patent, and other
devices of the intervening and pending continuation
application.
[0049] Japanese Patent Publication No. 55-43262 published on Mar.
27, 1980 illustrates an exhaust gas purifier in which the catalytic
converter unit includes a baffle within its inlet end to preclude
interference between exhaust gases alternatingly entering the
converter from the no. 1 and no. 4 cylinders, and the no. 2 and no.
3 cylinders. No muffler, resonator, or other sound attenuating
means is apparent, as is provided in the present catalytic
converter and resonator combination invention.
[0050] Japanese Patent Publication No. 57-41414 published on Mar.
8, 1982 illustrates a method of manufacturing a catalytic converter
equipped with a muffler. The assembly includes a forward muffler
with a catalytic converter welded thereto and downstream thereof,
with a rear muffler welded to the downstream end of the catalytic
converter. The present catalytic converter and resonator
combination utilizes a single, monolithic shell enclosing both the
catalytic converter and resonator components, with no welding of
separate components being required to form the housing or shell for
the device. A "protector 37" (per the English abstract), apparently
comprising an outer shell spaced apart from the inner housing
containing the catalytic converter, is welded over the remainder of
the assembly, unlike the present catalytic converter and resonator
combination with its single shell or housing. No disclosure is
apparent regarding any provision for a straight through, free flow
resonator or removable end component, as provided by the present
invention.
[0051] Japanese Patent Publication No. 62-291,413 published on Dec.
18, 1987 to Michio Hayashi describes (according to the drawings and
English abstract) a muffler configuration having a series of
longitudinally disposed tubes therein, with the tubes held in place
by a pair of baffles or bulkheads. Hayashi stiffens the bulkheads
by forming them of two sheets of material with a fill of sound
deadening material, in order to preclude vibration at certain
frequencies. However, Hayashi does not provide any V-shaped guides
or the like, nor does he provide a double wall shell extending for
the entire length of the device, catalytic converter element(s),
removable end component, or other features of the present exhaust
system invention.
[0052] Japanese Patent Publication No. 64-12,017 published on Jan.
17, 1989 to Yoji Nagai describes (according to the drawings and
English abstract) a catalytic converter construction wherein the
converter is formed of a corrugated plate, with the plate surfaces
being coated with the catalytic material. The corrugated plate is
then rolled to form a multitude of channels, through which the
exhaust gases pass and are catalytically reacted. Such a catalytic
converter construction is also disclosed in the '859 U.S. patent to
Borla, discussed further above. While the present exhaust system
invention may make use of such a catalytic converter construction,
the '017 Japanese Patent Publication does not disclose the use of a
double wall shell, removable end components, a catalytic converter
in combination with other exhaust components, nor the specific
internal construction of the present exhaust system invention.
[0053] Japanese Patent Publication No. 2-169,812 published on Jun.
29, 1990 to Yuichi Ito et al. describes (according to the drawings
and English abstract) a muffler or the like wherein the outer shell
is coated with a resin for rust and damage protection. Dual end
caps are shown, but the outer outlet end cap and its attached
exhaust pipe are not attached to the outlet tube of the device,
which is held in place within the end of the exhaust pipe by the
inner outlet end cap. This construction is quite different from
that of any of the embodiments of the present invention. Moreover,
while the '812 Japanese Patent Publication shows a series of
internal tubes providing a sinusoidal flow path, there is no
lateral gas flow between the tubes; all gases must flow from one
end to the other sequentially, unlike the flow through the various
embodiments of the present exhaust system invention. Such lateral
flow and/or parallel flow paths are essential in a resonator type
device, in order to separate and cancel various sound frequencies
of the gases passing through the device. It is also noted that
there is no provision for any form of V-shaped vanes or guides
within the exhaust device of the '812 Japanese Patent Publication,
whereas such internal vanes are a part of many of the embodiments
of the present invention. Finally, the '812 Japanese Patent
Publication does not appear to disclose any form of emissions
treatment, such as the catalytic converter elements which are a
part of most of the embodiments of the present invention.
[0054] European Patent Publication No. 475,398 published on Mar.
18, 1992 to Suzuki Kabushiki Kaisha, titled "Muffler Assembly For
Engine," describes a device having double wall construction with a
series of three concentric internal pipes. None of the pipes
communicate directly with one another, and the inlet end of the
outlet pipe is capped. All gas flow into and from the pipes is
through peripheral holes formed in the pipes. While the '398
European Patent Publication discloses a double wall construction,
no insulation or other material is placed between the two walls.
Also, there is no disclosure of any form of catalytic converter
element(s) within the exhaust device of the '398 European Patent
Publication.
[0055] Japanese Patent Publication No. 6-257,421 published on Sep.
13, 1994 to Kohei Tomita describes (according to the drawings and
English abstract) an exhaust device having a configuration very
similar to that of the '413 Japanese Patent Publication, discussed
further above. As in the case of the '413 Japanese Patent
Publication, the '421 Japanese Patent Publication does not disclose
any V-shaped guides or the like, nor does it disclose a double wall
shell extending for the entire length of the device, catalytic
converter element(s), removable end component, or other features of
the present exhaust system invention.
[0056] Finally, Japanese Patent Publication No. 10-141,050
published on May 26, 1998 to Hiroshi Funahashi describes (according
to the drawings and English abstract) a muffler and catalytic
converter combination. The muffler portion is formed only of a
single perforated inlet and single perforated outlet pipe, with the
two pipes being concentric with one another and with the outer
housing or shell. No baffle assembly or sinusoidal exhaust gas flow
path is provided by the device of the '050 Japanese Patent
Publication.
[0057] None of the above inventions and patents, taken either
singly or in combination, is seen to describe the instant invention
as claimed. Thus, exhaust sound and emission control systems
solving the aforementioned problems is desired.
SUMMARY OF THE INVENTION
[0058] The exhaust sound and emission control systems of the
present invention comprise a series of devices for attenuating
sound and noxious emissions primarily for, but not limited to, an
automobile exhaust system. In one aspect, the system relates to a
catalytic converter and resonator combination, combined within a
single canister or shell. The combination device may be installed
between the engine and a muffler at or near the downstream or
exhaust outlet end of the exhaust system, with the system perhaps
including an additional catalytic converter(s) upstream of the
catalytic converter and resonator combination. The placement of the
catalytic converter and resonator combination forward of the
muffler and tailpipe of the exhaust system, with the converter
element forward of the resonator element, ensures that the
converter portion of the combination will receive exhaust gases at
a sufficiently high temperature to produce the desired catalytic
reaction and thereby oxidize and/or reduce the exhaust components
to harmless products. The catalytic converter element may be formed
of a thin wall ceramic material, for further efficiency. Heated
and/or electronic catalytic converter devices may be implemented to
enhance emissions reduction.
[0059] The resonator portion of the combination is a straight
through, free flow configuration, with all components being
concentric to one another in the single exhaust configuration for
greater efficiency. The resonator includes a central pipe with a
plurality of relatively small holes or passages therethrough, for
attenuating or canceling a relatively narrow band of frequencies
produced by the engine exhaust. An alternative embodiment may
include a dual exhaust version, with two side by side resonator
pipes behind the catalytic converter portion, and either embodiment
may include one or more catalytic converter elements therein.
[0060] As noted above, a resonator operates on the principle of
canceling or impeding certain frequencies of sound within a
relatively narrow band or range. The loudest sounds produced by
various internal combustion engines will vary in frequency,
depending upon the engine configuration (number of cylinders,
cylinder layout, etc.), and other factors, including installation,
etc. Accordingly, it is important to be able to adjust or tune a
resonator for a given installation, in order to attenuate sounds
within a predetermined range. The present combination catalytic
converter and resonator invention may be structured to provide for
such adjustment at the time of manufacture or assembly, as desired.
Also, additional sound absorbing material may be installed within
the device if desired, surrounding the inner resonator pipe or
tube, to absorb sounds which might otherwise be transmitted through
the outer shell of the device.
[0061] In another aspect, the system of the present invention
comprises an exhaust sound attenuation and control system for use
with internal combustion engines of any practicable type and
configuration which combines the functions of a muffler and a
resonator. In this aspect, the system generally comprises an outer
shell containing multiple flow paths therein for exhaust gases,
with the flow paths resulting in the canceling of certain
frequencies of exhaust noise (i.e., acting as a resonator) and also
lowering exhaust noise generally throughout the frequency range
(i.e., acting as a muffler). Internal components of the present
exhaust system may be coated with emissions reduction material in
order to provide some limited catalyzing of exhaust emissions, as
well.
[0062] In this regard, the system is configured so that the
cross-sectional areas of the internal and outlet pipe passages are
at least equal to, and are preferably greater than, the
cross-sectional area of the inlet pipe. This provides relatively
free flowing characteristics for the present system, thus reducing
back pressure in the exhaust system and improving the efficiency of
operation of the associated engine.
[0063] Such a system is relatively compact, particularly in
comparison to the separate muffler and resonator systems of the
prior art. The compact, integrated configuration of the present
system enables it to be installed at virtually any location in the
vehicle exhaust system. The system may be formed of high
temperature resistant materials (e.g., corrosion resistant steel,
etc.), as required, for installing adjacent to the vehicle engine.
Additionally, the exterior and/or interior of the body may be
covered with a ceramic jet coat or comparable thermal coating to
retain internal temperature, significantly reducing the external
temperature and creating more efficient emission reduction and
enabling the unit to be in closer proximity to surrounding
objects.
[0064] The system may be adapted for use as a single or multiple
system, with crossover pipes as required. The crossover pipes may
comprise a single pipe or a plurality of pipes between two or more
exhaust control devices of the present invention, and may connect
similar or dissimilar chambers or passages within the different
devices, as desired, to enhance the versatility of the system.
[0065] In still another aspect, the system of the present invention
essentially comprises a resonator and catalytic converter
combination together with structural features associated with a
muffler. In this configuration, the system incorporates a device
with a series of internal tubes of different lengths and diameters,
with exhaust flow being separated to pass through the various
tubes. This results in the canceling of various frequencies,
according to the resonance of a column of gas within each of the
pipes. The device may also incorporate a series of V-shaped vanes
or guides therein, and one or more catalytic converter elements.
Any of the various components of any of the embodiments disclosed
herein, may be combined where practicable with any of the other
components of any of the other embodiments.
[0066] Accordingly, it is a principal object of the invention to
provide an exhaust sound and emission control system which combines
catalytic converter and resonator functions into a single
device.
[0067] It is another object of the invention to provide an exhaust
sound and emission control system for an internal combustion engine
which includes a device that combines and includes features and
functions of a muffler and resonator in a single device.
[0068] It is another object of the invention to provide an exhaust
sound and emission control system having a resonator configuration
incorporating a series of internal tubes of differing lengths and
diameters from one another, for creating phase canceling resonant
frequencies therein.
[0069] It is yet another object of the invention to provide an
exhaust sound and emission control system having such a resonator
configuration which may also include various baffles, guides,
and/or catalytic converter elements, thereby combining catalytic
converter, muffler and resonator functions into a single
device.
[0070] It is an object of the invention to provide improved
elements and arrangements thereof for the purposes described which
is inexpensive, dependable and fully effective in accomplishing its
intended purposes.
[0071] These and other objects of the present invention will become
readily apparent upon further review of the following specification
and drawings.
[0072] These and other features of the present invention will
become readily apparent upon further review of the following
specification and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0073] FIG. 1 is an exploded perspective view in partial section of
a first embodiment of a single exhaust catalytic converter and
resonator combination of the present invention, showing its
structure and features.
[0074] FIG. 2 is a side elevation view in section of the device of
FIG. 1 showing the assembly of the components, and including
further sound absorbing materials therein.
[0075] FIG. 3 is an exploded perspective view in partial section of
an alternative embodiment of the single exhaust catalytic converter
and resonator combination of FIG. 1, incorporating a series of
resonator tubes or pipes therein.
[0076] FIG. 4 is a side elevation view in section of the device of
FIG. 3 showing the assembly of the components, and including
further sound absorbing materials therein.
[0077] FIG. 5 is an exploded perspective view in partial section of
a further alternative embodiment of the device of FIG. 1,
incorporating an alternative internal baffle configuration.
[0078] FIG. 6 is a side elevation view in section of the device of
FIG. 5 showing the assembly of the components, and including
further sound absorbing materials therein.
[0079] FIG. 7 is an exploded perspective view in partial section of
a further alternative embodiment of the device of FIG. 1,
incorporating an alternative internal flow tube configuration.
[0080] FIG. 8 is a side elevation view in section of the device of
FIG. 7 showing the assembly of the components, and including
further sound absorbing materials therein.
[0081] FIG. 9 is an end elevation view in section through line 9-9
of FIG. 8, showing further details of the relationship of the
internal components of the device.
[0082] Similar reference characters denote corresponding features
consistently throughout the attached drawings.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0083] The present invention comprises various embodiments of an
exhaust system for attenuating the sound, and optionally treating
the emissions, of an internal combustion engine. The present
exhaust system is more than just a muffler, and combines aspects of
a muffler with aspects of a resonator unit as well. Optionally, the
present system may incorporate catalytic materials for emissions
treatment of the exhaust gases flowing therethrough, as noted
above. Thus, the present exhaust treatment system provides a more
compact, lighter weight, and more economical device for treating
and controlling sound and other emissions of the exhaust of an
internal combustion engine, replacing the multiple units required
by conventional exhaust systems.
[0084] FIGS. 1 and 2 of the drawings provide exploded perspective
and sectional views of a first embodiment 10 of the present exhaust
system, comprising a generally cylindrical unit. The internal
components of the exhaust system 10 are enclosed in an elongate
external housing or shell 12 (shown with one side broken away in
FIG. 1, for clarity in the drawing Fig.) having an inlet end 14 and
opposite outlet end 16. Each end 14 and 16 of the housing 12 has an
external end plate sealed thereto, respectively inlet end plate 18
and outlet end plate 20. These external end plates 18 and 20 may
comprise opposed convex hemispherical shells, as shown, or may be
flat or have some other shape, as desired. The additional internal
volume of the illustrated convex hemispherical external end plates
18 and 20 may provide additional benefits, as discussed further
below.
[0085] The external housing 12, external inlet end plate 18, and
external outlet end plate 20 define an internal volume 22
(indicated in FIG. 2) which is sealed from the outer environment
except for their respective inlet pipe 24 and outlet pipe 26. In
the case of the hemispherical inlet and outlet plates 18 and 20,
the inlet and outlet pipes 24 and 26 preferably penetrate their
respective external inlet and outlet plates 18 and 20 to exit into
respective inlet and outlet end chambers 32 and 34, further
communicating at least indirectly with the interior volume 22 as
described further below.
[0086] The central volume 22 of the exhaust system embodiment 10
includes a generally medially disposed exhaust baffle assembly 25,
with exhaust gases traveling a generally sinusoidal exhaust gas
path through the assembly 25, as indicated by the exhaust gas path
arrow E. The extent of the internal baffle assembly 25 is defined
by a baffle assembly inlet end plate 28b and an opposite baffle
assembly outlet end plate 30b. Similar foraminous end plates 28a
and 30a may be provided between the respective external end
elements 18, 20 and the inlet and outlet ends 14 and 16 of the
housing shell 12, as desired. Alternatively, the intermediate end
plates 28a and 30a may comprise open rings, with their inner
diameters matching the major diameters of the external end plates
18 and 20 and their outer diameters matching the diameter of a
secondary outer shell 98, where implemented with the device. These
baffle assembly inlet and outlet plates 28b and 30b respectively
capture a concave, transverse internal inlet baffle 27 and opposite
outlet baffle 29 immediately outboard thereof, with the external
inlet end plate 18 and its nearby internal inlet baffle 27 defining
an inlet catalytic converter chamber 32 therebetween and the
opposite external outlet end plate 20 and its nearby internal
outlet baffle 29 defining an outlet catalytic converter chamber 34
therebetween. Each of these chambers 32 and 34 may contain a
catalytic converter element therein, e.g. inlet catalytic converter
element 33 and outlet catalytic converter element 35. The two
catalytic converter elements 33 and 35 span the entire diameter or
width of the internal volume of their respective chambers 32 and
34, thereby requiring all exhaust gases to pass therethrough when
the elements 33 and 35 are installed. Either the inlet element 33,
or the outlet element 35, or both elements 33 and 35, may be
installed within the exhaust system embodiment 10, as desired.
[0087] Each of the baffle assembly end plates 28b and 30b may
include a series of perforations 36 therethrough, which allow
exhaust gases to circulate into the inlet and outlet end volumes 32
and 34 of the system. It will also be noted that either or both of
the internal end baffles 27 and 29 may be perforated (louvered,
etc.), as shown in the exemplary internal outlet end baffle 29 in
FIG. 1. These end volumes 32 and 34 may include some form of sound
absorbent material 38 installed therein (shown in FIG. 2, e.g.,
glass fiber roving, etc.) to provide additional sound control,
depending upon the sound level output of the engine, the size and
sound control attributes of the remainder of the system, and the
sound output level and quality desired. It will also be seen that
the internal end plates 28b and 30b may be made considerably longer
or thicker than shown in the drawings, and with their passages or
perforations 36 coated internally with a catalytically reactive
material, may provide a significant catalytic conversion effect
when the system is modified to provide a net exhaust flow through
the end volumes 32 and 34. Such catalytically modified internal end
plates 28b and 30b may be installed in lieu of, or in addition to,
the catalytic converter elements 33 and 35 illustrated in FIGS. 1
and 2.
[0088] While FIG. 1 illustrates the various components which
comprise the present exhaust system 10, FIG. 2 provides an
illustration of the exhaust gas flow paths which pass through the
system 10. For the sake of reference to the installation positions
of the various internal panels, plates, and baffles comprising the
internal structure of the device 10, the inlet and exhaust passages
39 and 41 of the respective baffle assembly inlet and outlet end
plates 28b and 30b and their respective joined internal inlet and
outlet baffles 27 and 29 are considered to have a first side,
respectively 40 and 42, and an opposite second side, respectively
44 and 46, indicated in FIG. 2 of the drawings. The diameter across
the two sides 40,44 of the inlet passage 39 and sides 42, 46 of the
outlet passage 41, define their respective cross-sectional areas.
This is an important consideration for the flow of exhaust gases
to, from, and through the present system 10, as discussed further
below.
[0089] A first separator panel or baffle 48 has a first end 50
which is sealed across the internal inlet plate 28b, adjacent the
second side 44 of the inlet passage 39. This first separator panel
48 is sloped relative to the longitudinal axis of the system 10,
and extends angularly through the majority of the length of the
housing 12 toward the internal wall of the housing 12, where it
terminates at its second end 52. The second end 52 of the first
separator panel 48 is spaced away from the internal surface of the
housing 12, and defines a cross-sectional area therebetween. This
cross-sectional area is in the form of a circular segment, and is
at least as great as (or greater than) the cross-sectional area of
the inlet pipe 24 and inlet passage 39.
[0090] A second separator panel 54 has a first end 56 which is
sealed across the internal outlet plate 30b, adjacent the first
side 42 of the outlet pipe 26. The second separator panel 54 is
also sloped relative to the longitudinal axis of the system 10, and
extends angularly through the majority of the length of the housing
12 toward the internal wall of the housing 12, where it terminates
at its second end 58. The two separator panels 48 and 54 are
preferably substantially parallel to one another, and define an
exhaust gas intermediate chamber 59 therebetween, as discussed
further below. The second end 58 of the second separator panel 54
is also spaced away from the internal surface of the housing 12 and
defines a cross-sectional area therebetween, essentially like the
cross-sectional area between the second end 52 of the first
separator panel 48 and the wall or housing 12 of the assembly 10.
As in the case of the first separator panel 48, the cross-sectional
area between the second end 58 of the second separator panel 54 is
also at least as great as (or greater than) the cross-sectional
areas of the inlet and outlet pipes 24 and 26 and inlet and outlet
passages 39 and 41. Either or both separator panels 48 and 54 may
have smooth and planar surfaces, as shown, or may alternatively
have irregular or roughened (e.g., corrugated, etc.) surfaces in
order to increase their surface areas (to provide a greater
reactive area if coated with a catalytic material) and/or to alter
the gas flow through the device. This principle may be applied to
similar components in other embodiments described herein.
[0091] Each of the two separator panels 48 and 54 may include a
lateral exhaust gas pressure balance passage 60, which extends
thereacross and near the respective first ends 50 and 56 of the two
panels 48 and 54. These two pressure balance passages 60 provide
alternative exhaust gas passages through the interior 22 of the
system 10, with pressure pulses on each side of the panels 48 and
54 tending to cancel one another through the balance passages
60.
[0092] The above described layout of the separator panels or
baffles 48 and 54 results in the inlet chamber 32, intermediate
chamber 59, and outlet chamber 34 communicating with one another
sequentially, as the exhaust gases flow from the inlet pipe 24 into
the inlet chamber 32, through its catalytic converter element 33
and into the primary housing volume 22, through the gap between the
second end 52 of the first separator panel 48 and the housing 12,
back through the intermediate chamber 59, then through the gap
between the second end 58 of the second separator panel 54 and the
housing 12, through the primary housing volume 22 and into the
outlet chamber 35 and its catalytic converter element 35, and
finally out the outlet pipe 26. This sinusoidal primary exhaust gas
pathway is preferably at least two and one half times the external
length of the system 10, due to the lengths of the two separator
panels 48 and 54 extending within the housing 12 for at least half
of the length of the housing 12, along with the additional internal
entry and exit pipes (discussed further below) for the intermediate
passage area 59.
[0093] The intermediate chamber 59 further includes a series of
generally lateral baffles or vanes thereacross, which serve to
further attenuate the sound of the exhaust as it passes through the
present system 10. Intermediate chamber entry and exit baffles,
respectively 74 and 76, extend laterally across the entry and exit
ends of the intermediate passage area 59. These baffles extend
completely across the interior of the housing 12, extending from
the second end 52 of the first separator panel 48 to the second
separator panel 54 (for the entry baffle 74) and from the second
end 58 of the second separator panel 54 to the first separator
panel 48 (for the exit baffle 76), normal to the two panels 48 and
54.
[0094] These two baffles 74 and 76 seal the intermediate passage
area 59, with the exception of their passages 78 through which all
exhaust gases must pass to travel into and from the intermediate
chamber 59. Each internal baffle passage 78 may include a
supplementary pipe or resonator tube extending therefrom, with the
entry baffle 74 having an internal entry pipe or tube 80 extending
therefrom and toward the outlet end 16 of the system 10, and the
exit baffle 76 having an exit pipe or tube 82 extending therefrom
and toward the inlet end 14 of the system 10. These two internal
pipes or tubes 80 and 82 add some additional length to the
intermediate chamber 59 for further tuning effect, and serve to
duct and guide the exhaust gases into and from the intermediate
chamber 59. Either or both pipes or tubes 80 and/or 82 may have
circular cross sections, as shown in FIG. 1, or may have some
non-circular cross section(s), e.g. square or other regular or
irregular polygonal shape, oval, ellipsoid, etc., as desired. Other
embodiments described herein may also include these
alternatives.
[0095] The intermediate chamber 59 further includes a series of
generally chevron-shaped intermediate baffles or vanes extending
between the two separator panels 48 and 54, and installed between
the intermediate chamber entry and exit baffles 74 and 76. These
baffles or vanes extend from a relatively wider first intermediate
baffle 84 to a relatively narrower last intermediate baffle 86,
with one or more secondary intermediate baffles 88 disposed
therebetween. Each of these intermediate baffles 84 through 88 is
oriented with the apex of the V facing the intermediate chamber
entry baffle 74, and extends between the two separator panels 48
and 54. However, some lateral space is provided for exhaust gas
flow around the ends of the intermediate baffles 84 through 88,
with each of the baffles 84 through 88 having a narrower width from
the entry baffle 74 toward the opposite exit baffle 76.
Alternatively, the various intermediate baffles 84 through 88,
and/or the entry and exit baffles 74 and/or 76, may have more
generally swept shapes, with some lateral curvature at their
central areas and/or extending to their lateral extremities, as
desired. This alternative may also be provided for other
embodiments of the present exhaust system disclosed herein.
[0096] The orientation of the V-shaped intermediate baffles or
vanes 84 through 88 results in the pressure pulses of the exhaust
gases flowing through the intermediate chamber 59, flowing around
the lateral edges of the baffles 84 through 88 and tending to
cancel therebetween. The various sizes of baffles 84 through 88
results in the canceling of a relatively broad spectrum or
frequency range of exhaust noise. The internal entry pipe 80, which
passes through the passage 78 of the first or entry baffle 74,
serves to guide the exhaust gases toward the first intermediate
baffle or vane 84, with that baffle 84 dividing the gases
therearound to either side thereof. The V-shape of the final or
exit baffle 76, is opposite the orientation of the intermediate
baffles 84 through 88 and serves to collect the exhaust energy
flowing from the intermediate chamber 59 and direct it from that
chamber 59 by means of the exit passage 78 therethrough (shown in
FIG. 2) and internal exit pipe 82 extending therefrom.
[0097] It will be noted that many of the other various panels and
components, e.g., the two internal pipes 80 and 82, may also be
provided with a series of perforations or passages 94 therethrough,
as shown in FIG. 2. These passages 94 serve to guide some portion
of the exhaust flow into other areas of the system 10, thereby
providing alternative flow paths for exhaust gases flowing through
the present exhaust system 10. This further breaks up the gases and
their pressure pulses, thus further attenuating such pressure
pulses and the corresponding noise produced by such pressure
pulses.
[0098] The present exhaust system 10 may accomplish more than
merely controlling the sound level of exhaust gases passing
therethrough. Present technology incorporates separate catalytic
converter elements for breaking down unburned hydrocarbons and
oxides of nitrogen in exhaust gases, and the present exhaust sound
and emission control system embodiments may also incorporate such
catalytic converter elements, e.g. elements 33 and 35, as noted
further above. In addition, the present system may also incorporate
internal coatings 96 of emission reduction material therein if so
desired, as shown in FIG. 1, e.g., platinum, rhodium, palladium,
etc.
[0099] The relatively free flow characteristics of the present
exhaust system result in a relatively small percentage of the
exhaust gases actually contacting the internal surfaces of the
device 10 (with the exception of the catalytic converter elements
33 and 35). However, coating the internal surfaces with a catalytic
conversion coating 96 as shown in FIG. 1, e.g., the internal
surface of the housing 12, the separator panels 48 and 54, the
entry, exit, and intermediate baffles or vanes 84 through 88, etc.,
nevertheless does provide some additional reduction in exhaust
emissions. (Not all surfaces are shown with the coating detail, for
clarity in the drawing Fig.) Moreover, the two end internal plates
28b and 30b may be made thicker to incorporate a significant amount
of catalytically reactive material within their internal passages
36, and the internal construction may be modified to route
substantially all of the gases through the end chambers 32 and 34
and catalytic converter elements 33 and 35, as noted further above.
Thus, the present exhaust system 10 may accomplish essentially all
of the required functions of exhaust treatment in a single device,
i.e., muffling the overall sound level, resonating certain
frequencies, and catalytically treating the exhaust emissions.
[0100] FIG. 2 illustrates another variation which may be
incorporated with the present exhaust system 10. In FIGS. 2 and 3,
an additional, secondary or outer shell 98 is provided, surrounding
the inner shell of the housing 12 and defining a housing volume 100
therebetween. The volume 100 therebetween may be filled with sound
absorbent material 38 to quiet the present exhaust system 10
further, and/or the inner shell may be perforated, if so
desired.
[0101] FIGS. 3 and 4 respectively provide an exploded perspective
view and a side elevation view in section of another embodiment 110
of the present exhaust sound and emission control system invention.
Like components between the embodiment 10 of FIGS. 1 and 2 and the
embodiment 110 of FIGS. 3 and 4 are indicated with identical
reference numerals, with only those components which are different
between the two embodiments being indicated by different reference
numerals.
[0102] The exhaust emission and control system device 110 of FIGS.
3 and 4 comprises a generally cylindrical unit. The internal
components of the exhaust system 110 are enclosed in an elongate
external housing or shell 12 (shown with one side broken away in
FIG. 3, for clarity in the drawing Fig.) having an inlet end 14 and
opposite outlet end 16. Each end 14 and 16 of the housing 12 has an
external end plate sealed thereto, respectively inlet end plate 18
and outlet end plate 20. These external end plates 18 and 20 may
comprise opposed convex hemispherical shells, as shown, or may be
flat or have some other shape, as desired. The additional internal
volume of the illustrated convex hemispherical external end plates
18 and 20 may provide additional benefits, as discussed further
below.
[0103] The external housing 12, external inlet end plate 18, and
external outlet end plate 20 define an internal volume 22
(indicated in FIG. 4) which is sealed from the outer environment
except for their respective inlet pipe 24 and outlet pipe 26. In
the case of the hemispherical inlet and outlet plates 18 and 20,
the inlet and outlet pipes 24 and 26 preferably penetrate their
respective external inlet and outlet plates 18 and 20 to pass
through respective inlet and outlet end chambers 32 and 34, further
communicating at least indirectly with the interior volume 22 as
described further below.
[0104] The central volume 22 of the exhaust system embodiment 110
includes a generally medially disposed exhaust baffle assembly 25,
with exhaust gases traveling a generally sinusoidal exhaust gas
path through the assembly 25, similar to the exhaust gas path arrow
E shown in the embodiment 10 of FIG. 2. The extent of the internal
baffle assembly 25 is defined by the overlapping portions of
parallel first and second separator panels 48 and 54, discussed in
detail further below.
[0105] Each of the baffle assembly end plates 28 and 30 may include
a series of perforations 36 therethrough, which allow exhaust gases
to circulate into the inlet and outlet end volumes 32 and 34 of the
system. These end volumes 32 and 34 may include some form of sound
absorbent material 38 installed therein (shown in FIG. 4, e.g.,
glass fiber roving, etc.) to provide additional sound control,
depending upon the sound level output of the engine, the size and
sound control attributes of the remainder of the system, and the
sound output level and quality desired. It will also be seen that
the internal end plates 28 and 30 may be made considerably longer
or thicker than shown in the drawings, and with their passages or
perforations 36 coated internally with a catalytically reactive
material, may provide a significant catalytic conversion effect
when the system is modified to provide a net exhaust flow through
the end volumes 32 and 34.
[0106] While FIG. 3 illustrates the various components which
comprise the present exhaust system 110, FIG. 4 provides an
illustration of the exhaust gas flow paths which pass through the
system 110. For the sake of reference to the installation positions
of the various internal panels, plates, and baffles comprising the
internal structure of the device 110, the inlet and exhaust
passages 39 and 41 of the respective baffle assembly inlet and
outlet end plates 28 and 30 are considered to have a first side,
respectively 40 and 42, and an opposite second side, respectively
44 and 46, indicated in FIG. 4 of the drawings. The diameter across
the two sides 40, 44 of the inlet passage 39 and sides 42, 46 of
the outlet passage 41, define their respective cross-sectional
areas. This is an important consideration for the flow of exhaust
gases to, from, and through the present system 110, as discussed
further below.
[0107] A first separator panel or baffle 48 has a first end 50
which is sealed across the internal inlet plate 28, adjacent the
second side 44 of the inlet passage 39. This first separator panel
48 is sloped relative to the longitudinal axis of the system 10,
and extends angularly through the majority of the length of the
housing 12 toward the internal wall of the housing 12, where it
terminates at its second end 52. The second end 52 of the first
separator panel 48 is spaced away from the internal surface of the
housing 12, and defines a cross-sectional area therebetween. This
cross-sectional area is in the form of a circular segment, and is
at least as great as (or greater than) the cross-sectional area of
the inlet pipe 24 and inlet passage 39.
[0108] A second separator panel 54 has a first end 56 which is
sealed across the internal outlet plate 30, adjacent the first side
42 of the outlet pipe 26. The second separator panel 54 is also
sloped relative to the longitudinal axis of the system 110, and
extends angularly through the majority of the length of the housing
12 toward the internal wall of the housing 12, where it terminates
at its second end 58. The two separator panels 48 and 54 are
preferably substantially parallel to one another, and define an
exhaust gas intermediate chamber 59 therebetween, as discussed
further below. The second end 58 of the second separator panel 54
is also spaced away from the internal surface of the housing 12 and
defines a cross-sectional area therebetween, essentially like the
cross-sectional area between the second end 52 of the first
separator panel 48 and the wall or housing 12 of the assembly 110.
As in the case of the first separator panel 48, the cross-sectional
area between the second end 58 of the second separator panel 54 is
also at least as great as (or greater than) the cross-sectional
areas of the inlet and outlet pipes 24 and 26 and inlet and outlet
passages 39 and 41.
[0109] Each of the two separator panels 48 and 54 may include a
lateral exhaust gas pressure balance passage 60, which extends
thereacross and near the respective first ends 50 and 56 of the two
panels 48 and 54. These two pressure balance passages 60 provide
alternative exhaust gas passages through the interior 22 of the
system 110, with pressure pulses on each side of the panels 48 and
54 tending to cancel one another through the balance passages
60.
[0110] A first supplementary panel 62 has a first end 64 which is
sealed across the internal surface of the inlet end plate 18 (or to
its associated internal plate 28) adjacent the first side 40 of the
inlet pipe 24, and extends angularly through substantially the
first half of the length of the system 110. The outer edge of the
supplementary panel 62 forms a parabolic curve, in keeping with its
juncture with the cylindrical internal surface of the housing 12.
It will be seen that the supplementary panel 62 may have any
suitable peripheral shape adapted to mate closely with and seal
along the internal surface of the housing 12, depending upon the
shape of the housing 12. The first supplementary panel 62 is
preferably parallel to the first separator panel 48, and along with
the housing 12 walls, defines an exhaust gas inlet chamber 66
therebetween, as shown in the side elevation in section of FIG.
4.
[0111] A second supplementary panel 68 has a first end 70 sealed
across the internal surface of the outlet end plate 20, or to its
associated internal plate 30, adjacent the second side 46 of the
outlet pipe 26, and extends angularly through substantially the
second half of the length of the system 110. The outer edge of the
second supplementary panel 68 is also sealed along the internal
wall of the housing or shell 12, similarly to the first
supplementary panel 62. The second supplementary panel 68 is
preferably parallel to the second separator panel 54, and along
with the housing 12 walls, defines an exhaust gas outlet chamber 72
therebetween.
[0112] The above described layout of the various panels or baffles
48, 54, 62, and 68 results in the inlet chamber 66, intermediate
chamber 59, and outlet chamber 72 communicating with one another
sequentially, as the exhaust gases flow from the inlet pipe 24 into
the inlet chamber 66, through the gap between the second end 52 of
the first separator panel 48 and the housing 12, back through the
intermediate chamber 59, then through the gap between the second
end 58 of the second separator panel 54 and the housing 12, through
the outlet chamber 72, and finally out the outlet pipe 26. This
sinusoidal primary exhaust gas pathway is at least two and one half
times the external length of the system 10, due to the lengths of
the two separator panels 48 and 54 extending within the housing 12
for some three quarters of the length of the housing 12, along with
the additional internal entry and exit pipes (discussed further
below) for the intermediate passage area 59.
[0113] The intermediate chamber 59 further includes a series of
generally lateral baffles or vanes thereacross, which serve to
further attenuate the sound of the exhaust as it passes through the
present system 110. Intermediate chamber entry and exit baffles,
respectively 74 and 76, extend laterally across the entry and exit
ends of the intermediate passage area 59. These baffles extend
completely across the interior of the housing 12, extending from
the second end 52 of the first separator panel 48 to the second
separator panel 54 (for the entry baffle 74) and from the second
end 58 of the second separator panel 54 to the first separator
panel 48 (for the exit baffle 76), normal to the two panels 48 and
54.
[0114] These two baffles 74 and 76 seal the intermediate passage
area 59, with the exception of their passages 78 through which all
exhaust gases must pass to travel into and from the intermediate
chamber 59. Each internal baffle passage 78 may include one or more
supplementary pipes or resonator tubes extending therefrom. In the
example of FIGS. 3 and 4, the entry baffle 74 has a single internal
entry pipe or tube 80a extending therefrom and toward the outlet
end 16 of the system 10, with a lateral tube or pipe 80b (shown in
FIG. 3) extending therefrom. A pair of opposed branch tubes or
pipes 80c extend from the ends of the lateral pipe 80b. The
opposite exit baffle 76 includes a series of exit pipes or tubes
82a through 82e extending therefrom and toward the inlet end 14 of
the system 10. The exit pipes or tubes 82a through 82e may be of
various lengths, diameters, cross sectional shapes, and locations
from the exit baffle 76, depending upon the precise frequencies
which must be attenuated by the resonator properties of the tubes.
These two internal pipe or tube assemblies 80 and 82 add some
additional length to the intermediate chamber 59 for further tuning
effect, and serve to duct and guide the exhaust gases into and from
the intermediate chamber 59.
[0115] The intermediate chamber 59 further includes a series of
generally chevron-shaped intermediate baffles or vanes extending
between the two separator panels 48 and 54, and installed between
the intermediate chamber entry and exit baffles 74 and 76. These
baffles or vanes extend from a relatively wider first intermediate
baffle 84 to a relatively narrower last intermediate baffle 86,
with one or more secondary intermediate baffles 88 disposed
therebetween. Each of these intermediate baffles 84 through 88 is
oriented with the apex of the V facing the intermediate chamber
entry baffle 74, and extends between the two separator panels 48
and 54. However, some lateral space is provided for exhaust gas
flow around the ends of the intermediate baffles 84 through 88,
with each of the baffles 84 through 88 having a narrower width from
the entry baffle 74 toward the opposite exit baffle 76.
[0116] The orientation of the V-shaped intermediate baffles or
vanes 84 through 88 results in the pressure pulses of the exhaust
gases flowing through the intermediate chamber 59, flowing around
the lateral edges of the baffles 84 through 88 and tending to
cancel therebetween. The various sizes of baffles 84 through 88
results in the canceling of a relatively broad spectrum or
frequency range of exhaust noise. The internal entry pipe 80a,
which passes through the passage 78 of the first or entry baffle
74, serves to guide the exhaust gases toward the first intermediate
baffle or vane 84, with that baffle 84 dividing the gases
therearound to either side thereof. The V-shape of the final or
exit baffle 76, is opposite the orientation of the intermediate
baffles 84 through 88 and serves to collect the exhaust energy
flowing from the intermediate chamber 59 and direct it from that
chamber 59 by means of the exit passage 78 therethrough (shown in
FIG. 4) and internal exit pipe 82 extending therefrom.
[0117] It will be noted that the two supplementary panels 62 and
68, along with the adjacent areas of the external housing 12,
define first and second supplementary volumes 90 and 92 in the
device 110. The two supplementary panels 62 and 68 are provided
with a series of perforations or passages 94 therethrough, which
allow the pressure pulses of the exhaust gases to flow into the
supplementary volumes 90 and 92, at least to some extent. This
provides further frequency cancellation of exhaust noises and
sounds in the present exhaust system 110. These passages 94 may be
in the form of semicircular arcs, as shown, or some alternative
shape as desired.
[0118] It will be noted that many of the other various panels and
components, e.g., the two internal pipe assemblies 80 and 82, may
also be provided with a series of perforations or passages 94
therethrough, as shown in FIG. 2. These passages 94 serve to guide
some portion of the exhaust flow into other areas of the system
110, thereby providing alternative flow paths for exhaust gases
flowing through the present exhaust system 110. This further breaks
up the gases and their pressure pulses, thus further attenuating
such pressure pulses and the corresponding noise produced by such
pressure pulses.
[0119] It will be seen that the present exhaust sound and emission
control system embodiment 110 may also incorporate such catalytic
converter elements, e.g. elements 33 and 35, as shown in the
embodiment 10 of FIGS. 1 and 2 and described further above. In
addition, the present system 110 may also incorporate internal
coatings 96 of emission reduction material therein if so desired,
as shown in FIG. 3, e.g., platinum, rhodium, palladium, etc.
[0120] The relatively free flow characteristics of the present
exhaust system result in a relatively small percentage of the
exhaust gases actually contacting the internal surfaces of the
device 110 (with the exception of the catalytic converter elements
33 and 35, if incorporated therewith). However, coating the
internal surfaces with a catalytic conversion coating 96 as shown
in FIG. 3, e.g., the internal surface of the housing 12, the
separator panels 48 and 54, the entry, exit, and intermediate
baffles or vanes 84 through 88, etc., nevertheless does provide
some additional reduction in exhaust emissions. (Not all surfaces
are shown with the coating detail, for clarity in the drawing Fig.)
Moreover, the two end internal plates 28 and 30 may be made thicker
to incorporate a significant amount of catalytically reactive
material within their internal passages 36, and the internal
construction may be modified to route substantially all of the
gases through the end chambers 32 and 34 and catalytic converter
elements 33 and 35, as noted further above. Thus, the present
exhaust system 110 may accomplish essentially all of the required
functions of exhaust treatment in a single device, i.e., muffling
the overall sound level, resonating certain frequencies, and
catalytically treating the exhaust emissions.
[0121] FIG. 4 illustrates another variation which may be
incorporated with the present exhaust system 110. In FIG. 4, an
additional, secondary or outer shell 98 is provided, surrounding
the inner shell of the housing 12 and defining a housing volume 100
therebetween. The volume 100 therebetween may be filled with sound
absorbent material 38 to quiet the present exhaust system 10
further, and/or the inner shell may be perforated, if so
desired.
[0122] FIGS. 5 and 6 respectively provide an exploded perspective
view and a side elevation view in section of yet another embodiment
210 of the present exhaust sound and emission control system
invention. Like components between the embodiment 10 of FIGS. 1 and
2 and the embodiment 210 of FIGS. 5 and 6 are indicated with
identical reference numerals, with only those components which are
different between the two embodiments being indicated by different
reference numerals. Those like components need not be described in
detail for the embodiment 210 of FIGS. 5 and 6. Generally, the
embodiment 210 is related to the embodiment 110 of FIGS. 3 and 4,
in that the embodiment 210 does not include additional catalytic
converter elements 33 and 35 (although they could be installed in
the embodiment 210, if so desired).
[0123] The embodiment 210 differs from the embodiment 110 in the
areas of the internal chamber entry and exit baffles or upstream
and downstream guides 74 and 76, and the second upstream baffle or
guide. It will be seen in FIGS. 5 and 6 that the second upstream
baffle or guide is actually formed as two separate sides or
components 84a and 84b, with each component being on an opposite
side of the resonator tube passage 78 through the entry baffle or
guide 74. The two baffle or guide components 84a and 84b may extend
upstream and join to the entry baffle or guide 74, to each side of
the exhaust resonator tube passage 78 therethrough, as indicated by
the broken line portions of each baffle component 84a and 84b.
Alternatively, the baffle components 84a and 84b may be separated
from the entry baffle or guide 74, if the broken line portions of
each baffle component 84a and 84b are removed.
[0124] Moreover, an upstream and a downstream divider vane,
respectively 212 and 214, are installed through the respective
entry and exit pipes or tubes 80 and 82 in the embodiment 210 of
FIGS. 5 and 6. These divider vanes 212 and 214 have lengths
approximately equal to their respective tubes 80 and 82, and serve
to smooth and separate the exhaust gas flow relative to the two
sides of the series of chevron shaped baffles or guides 76, 86, and
88. Accordingly, the upstream divider vane 212 may extend between
the two sides of the separate guide components 84a and 84b to the
secondary intermediate baffle or guide 88, to preclude turbulent
flow due to gases passing from one side of the assembly to the
other.
[0125] FIGS. 7 through 9 respectively provide an exploded
perspective view, a side elevation view in section, and a lateral
view in section through line 9-9 of FIG. 8, of yet another
embodiment 310 of the present exhaust sound and emission control
system invention. Like components between the embodiment 10 of
FIGS. 1 and 2 and the embodiment 310 of FIGS. 7 through 9 (and
other embodiments) are indicated with identical reference numerals,
with only those components which are different between the
different embodiments being indicated by different reference
numerals. As in the case of the embodiment 210 of FIGS. 5 and 6,
those like components need not be described in detail for the
embodiment 310 of FIGS. 7 through 9. Generally, the embodiment 210
is related to the embodiment 110 of FIGS. 3 and 4, in that the
embodiment 310 does not include additional catalytic converter
elements 33 and 35 (although they could be installed in the
embodiment 310, if so desired).
[0126] The embodiment 310 differs from other embodiments,
particularly the embodiment 210 of FIGS. 5 and 6, in the volumes of
the exhaust gas inlet and outlet chambers 66 and 74 and first and
second supplementary volumes 90 and 92 of the embodiment 210. In
the embodiment 310, inlet and outlet volume tubes, respectively 314
and 316, extend from their respective openings or passages 39 and
41 through the inlet and outlet end plates 28 and 30, adjacent and
parallel to the two separator panels 48 and 54. These tubes 314 and
316 serve to guide the exhaust gas flow into the system 310, and
include perforations, louvers, and/or other lateral passages 94
therethrough, through which the exhaust gases pass to enter the
interior volume of the system 310. A semicircular (or other
congruent shape) end plate 318 is installed between the inner shell
or housing 12 and the corresponding separator panel 48 or 54 and
across the end of the respective tube 314 or 316, to support the
ends of the tubes 314 and 316. These end plates 318 may be solid
(excepting the flow through passage for each tube 314 and 316), or
may be foraminous, as is optionally provided in various other
internal components of the present exhaust system embodiments.
(Only one side of the plate 318 is shown with perforations in FIG.
9, to show the two alternatives.)
[0127] In conclusion, the present exhaust sound and emission
control systems greatly reduce the volume and mass required for
exhaust control devices, by incorporating all of the required
components into a single device. The present systems in their
various embodiments provide a number of variations on earlier
devices developed by the present inventor, with these variations
providing further exhaust sound and emission control for various
vehicle and engine combinations. Accordingly, the present exhaust
systems in their various embodiments will prove to be most valuable
components for installation both as original equipment or as
aftermarket devices.
[0128] It is to be understood that the present invention is not
limited to the embodiments described above, but encompasses any and
all embodiments within the scope of the following claims.
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